Overlap signaling means.



S. N. WIGHT.

OVERLAP SIGNALING MEANS. APPLICATION FILED NOV. 1|, I91].

RENEWED AUG. 5. 1918.

Patented Feb; 18, 1919.

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llVI/E/VTOI? W/ T/VESSES:

UNITED STATES PATENT OFFICE.

SEDGWICK N. WIGHT, OF ROCHESTER, NEW YORK, ASSIGNOR TO GENERAL RAILWAY SIGNAL COMPANY, OF GATES, NEW YORK, A CORPORATION OF NEW YORK.

OVERLAP SIGNALING MEANS.

Specification of Letters Patent.

Patented Feb. 18, 1919.

Application filed November 11. 1911, Serial No. 659,728. Renewed August 5, 1918. Serial No. 248.490.

T 0 all whom. it may concern Be it known that I, SEDGWICK N. WIG T, a citizen of the United States, and resident of the city of Rochester, in the county of Monroe and State of New York, have invented a new and useful Overlap Signaling Means, of which the following is a specification.

This invention relates generally to electric circuits, and is especially applicable to the circuits as used in railway electric signaling.

The main object of this invention is to make the opening and closin of a circuit dependent upon a predetermined sequence of operations caused by a means having an electrical effect upon the system, of which the circuits form a part.

In the accompanying drawing, in which applicant has illustrated a preferred form embodying the principle of his invention; Figure 1, 1s a digrammatic form of a system of circuits and apparatus applicable to a railway, and Fig. 2 is a diagrammatic view of a modified form of the invention as illustrated by Fig. 1.

Like characters of reference designate like parts throughout the several views.

Numerals 1 and 2 designate the two rails of a railway track, both rails being separated at suitable intervals by insulation as 3, forming track sections, of which in the form illustrated, two are used to constitute a block, the entrance to which is governed by a signal as 4, 5 and 6; at one end of each track section a battery 7 is connected across the two rails and at the other end of each track section a relay as 8, 9, 10, 11, 12 and 13, is connected across the two rails, thusforming the well known track circuited track section.

14, and 15 designate relays, and 16, 17 and 18 designate sources of current herein shown as batteries.

19, 20, 21, 22 and 23 designate circuit controllers which are connected to move in unison with the semaphore signals as 5 and 6 in proximity to which they are shown. The conducting arms of the circuit breakers are in the position shown when the semaphore arms are in the position shown. In the case of circuit breaker 19, a circuit through the circuit controller is closed when the signal is in the full operated position, or nearly so, as shown; in the case of circuit controller 20, a circuit is closed when the semaphore arm is in the biased position, which may be a horizontal position as is usual, or any other desired position; in the case of circuit controller 21, a circuit is closed at'the position of the semaphore arm as shown'and remains closed during the movement of the semaphore arm toward the reverse position until just before the semaphore arm reaches its full reverse position; circuit controller 22 has a circuit closed therethrough only when the semaphore arm 6 is in the position shown; circuit controller 23 has a circuit closed therethrough at the full reverse position of the semaphore 6 and for a short period before the semaphore 6 reaches its full reverse position. The circuit breakers 21 and 23 are so designed that one will complete a circuit therethrough before the other breaks a circuit through itself.

If a train approaches in the direction of the arrow a and passes upon the track section controlling relay 8, armature 24 will drop, thus breaking the circuit through which current flows to hold the semaphore arm 4 in the operated position. This circuit will remain broken during all of the time that the train is upon the track section controlling relay 8 and also while the train is upon the track section controlling relay 9, as will be readily seen. When the same train passes upon the track section controlling relay 10, the circuit through which current flows to hold semaphore arm 4 in the operated position will also be broken at'the circuit controller 19, by reason of the fact that the semaphore 5 will move to the reverse position, due to the breaking of its controlling circuit at the relay armature 26, thus allowing the semaphore arm to move to the reverse position, and also the circuit controller 19 to its reverse position. The complete circuit through which current normally flows to hold the semaphore arm 4. in the operated osition is as follows: positive terminal 0 battery 16, wires 30, 31 and 32, circuit controller arm 19, wires 33 and 34, relay armature 25, wire 35, relay armature 24, wire 36, mechanism controlling semaphore arm 4, and wires 37, 38, 39 and 40 to the negative terminal of the battery 16.

It is an object of this invention to prevent the movement of circuit controller 19 from breaking the circuit through which current flows to control semaphore arm 4 when a train approaches from the direction of the arrow 0 and thus passes upon section controlling relay 10. This object is attained in the form of the invention illustrated by furnishing another path from the wire 34 to the positive side of the battery 16. This is accomplished by energizing the relay 14 by the entrance of the train from the direction of the arrow a upon the track section controlling relay 10. The circuit through which current flows to so energize is as follows: positive side of battery 16, wires 30, 31 and 41, circuit controller arm 20, which is in the reverse position due to the movement of the semaphore arm 5 to the reverse position, wire 42, relay 14, wires 43 and 44, armature 45, which is in the lower position due to the fact that the approaching train has not yet entirely passed off from the section controlling the relay 9 and wires 46, 47, 39 and 40 to the negative terminal of the battery 16. The current flowing in the above traced path energizes relay l4 and causes armature 48 to be raised into contact with wire 49, so that the current from the battery 16, instead of reaching wire 34 by means of wires 30, 31 and 32, circuit controller 19, and wires 33 and 35, may now pass by means of wires 30 and 50 to armature 48, and through wire 49 to wire 34. In order to keep the last traced path closed, after the rear wheels of a train pass ofi from the track section controlling relay 9, the energizing of relay 14 closes a path for energizing current through its own armature as follows: battery 16, wires 30, 31 and Y41, circuit controller arm 20, wire 42, relay 14, wires 43 and 51, armature 52 and wires 53, 47, 39 and 40 to the negative terminal of the battery 16. Current flowing in the above traced path maintains the energization of relay 14 just so long as a train is upon track section controlling relay 10 as the circuit controller arm 20, remains during that time in the reverse position and furthermore the circuit remains closed during the time-the train is upon the track section controlling the relay 11, for, the relay 11 controls the position of the semaphore arm 5 in such manner that just so long as the train is upon the track section controlling relay 11, the semaphore arm will be in the reverse position and the circuit controller arm 20, also in the reverse position.

It will thus be seen that a train approaching in the direction of the arrow a will cause the semaphore arm 4 to move to the reverse position the instant the first pair of wheels span the rails constituting the track section controlling relay 8 and that the semaphore arm 4 will remain in the reverse position just so long as a pair of wheels is upon either the rails constituting the track sections controlling the relays 8 or 9, but as soon as the last pair of wheels naegaee passes over the track section controlling the relay 9 the semaphore arm 4 may return to the clear position, so that a following train need only wait at the semaphore 4 until the preceding train has passed entirely beyond insulating joints 3 at the semaphore 5.

If a train should approach from the other direction, that is, from the direction of the arrow Z), as soon as the first pair of wheels passed upon the track section controlling the relay 11, the semaphore arm 5 would go to the reverse position and by so doing, would cause the semaphore arm 4 to also go to the reverse position as the circuit through which current flows to control the semaphore arm 4 would be broken at the circuit controller 19, and the supplementary path would not be closed by the movement of the semaphore arm 5, to the danger position by virtue of circuit controller 20, for, a train approaching from the direction of the arrow 7) would not cause the preliminary energization of relay 14 in order that the circuit through the controller 20 and the armature 52 could be completed. In order to cause a preliminary energizing of relay 14 in the form of the invention shown, some means must be present to cause the armature 45 to fall, and that means is intended to be a train bridging the two rails of the track section controlling relay 9, but in the case of a train approaching in the direction of the arrow 7, when the semaphore arm 5 moves to the danger position, no train is present upon the rails of the section controlling relay 9.

It is also to be observed that the circuit for the semaphore arm 4 will not be complcted when the train approaching from the direction of the arrow 5 passes the insulating joints at the semaphore signal 5, for at such time, although armature 45 is dropped so as to complete the energizing circuit through relay 14 and so cause armature 48 to be picked up at the same time, the armature 25 is dropped, thus causing a break in the circuit through which current flows to control the semaphore arm 4.

It will now be readily understood that applicant is by the form of invention herein illustrated and described enabled to have no overlap for following trains, but enabled to have a full block overlap for pposing trains and it must, of course, be readily understood that the overlap for opposing trains could be extended to any desired number of blocks ahead of the signal to be con trolled.

Durin the time that the supposed train moving in the direction of the arrow at is upon the sections controlling relays 10 and 11 the semaphore arm 5 will remain in the reverse position, for the circuit through which current flows to control said signal will be broken at the relay armatures 26 and 27, but as soon as the train has entirely passed upon the track section controlling relay 12, the circuit through which current flows to control semaphore signal 5 will again be formed and the semaphore can move to the full clear position The circuit through which current normally flows to control the position of semaphore 5, is as follows: positive terminal of battery 17, wires 54, 55, 56 and 57, circuit controller arm 22, wires 58 and 59, armature 27, wire 60, armature 26, wire 61, controlling mechanism of semaphore arm 5, and wires 62, 63, 64 and 65 to the negative terminal of the battery 17. The above traced circuit is broken at circuit controller 22 by the presence of a pair of wheels upon the track section controlling the relay 12, for the presence of such pair of wheels causes a denergization of relay 12 and a consequent dropping of armature 28 which breaks the controlling circuit through which current flows to control semaphore arm 6, thus causing the semaphore arm 6 to move to the reverse position carrying with it the circuit controller 22. In applicants invention, however, a supplementary circuit is formed at such time by the energizing of relay 15 which moves relay armature, 66, controlled by relay 15 to its upper position thus allowing current to flow to wire 59 from the positive terminal of battery 17, through the following circuit: wires 54 and 67, relay armature 66, and wire 68. The relay 15 is energized by a movement of a train past semaphore arm 6 in the direction of the arrow or by reason of the fact that the first pair of wheels spanning the track controlling the relay 12, causes the relay armature 69 to drop thus allowing current to flow through the following path, positive terminal of battery 17, wires 54, 55, 56 and 70 to metallic are 71, circuit controller arm 21, wire 72, relay armature 69, wires 73 and 74, relay 15 and wires 75, 64, and 65 to the negatii e terminal of the battery 17. The current flowing in the above traced path causes a preliminary energizing of relay 15 causing its armature 76 to be raised to the upper position so that then a current may flow from the battery 17 through wires 54, 55 and 77 to metallic are 78, circuit controller arm 23, wire 79, relay armature 76, wires 80 and 74, relay 15, and wires 75, 64 and 65 to the negative terminal of the battery 17. The last traced path remains closed just so long as a train is upon either the track sections controlling relays 12 or 13'for the presence of a train upon either of said track sections causes a break in the circuit through which current flows to hold the semaphore arm in the position shown, consequently the arm moves to the reverse position, causing the circuit controller arm 23 to make contact with the metallic are 78. Just so long as the relay 15 remains energized, so does the circuit through which current flows to control semaphore arm 5 remain closed.

As soon as the train moving in the direction of the arrow at passes entirely off from the section controlling the relay 11, the relay 14 becomes deenergized, for, the movement of the train from the section controlling relay 11, to the section controlling relay 12 allows the semaphore arm 5 to move to the operated position, thus breaking the circuit through relay 14 at the circuit controller 20, as the circuit controller 20 moves to its nor mal position in unison with the signal, but the circuit for the semaphore arm 4 would then be closed through its normal path which is the circuit controller 19 and in the same manner when a train moving in the direction of the arrow it passed off of the section controlling relay 13, the semaphore 6 would return to the operated position thus breaking the circuit for the relay 15 at the circuit controller 23, but, the circuit for semaphore arm 5 would be closed then through its normal path, namely, the circuit controller 22 which would move to the normal position in unison with the semaphore arm 6.

It is also t be observed that a train moving in the direction of the arrow 5 and passing upon the track section controlling relay 13 would cause the semaphore arm 6 to move to the reverse position, but it would not cause a supplementary circuit through relay armature 76 to be formed so that the movement of the semaphore arm 6 to the reverse position would cause the semaphore arm 5 to move to the reverse position. The reason that the relay 15 would not be energized under such conditions is, because no train is present upon the track section controlling relay 12 at the moment the semaphore arm 6 moves to the reverse position, therefore the armature 69 would be in the upper position, consequently, the preliminary energizing circuit for relay 15 through armature 69 and circuit controller 21 would not be formed, therefore, the energizing circuit through controller 23 and armature 76 could not be formed.

It is to be observed that the means for obtaining a full block overlap for signal 5, is generically like that used to obtain a full block overlap for signal 4, but is specifically different.

In Fig. a further modified form of applicants invention is shown. A train approaching in the direction of the arrow a passing upon section A. would denergize relay 81 thus dropping armature 82 which would break the circuit for semaphore arm 83 which is normally completed through the following path: positive terminal of batterv- 85, wires 86 and 87, armature 88, wire 89, armature 82, wire 90, mechanism controlling semaphore 83 and wires 91, 92, 93 and 94 to the negative terminal of the battery 85. The movement of the train into the section B, would further break the cir cuit controlling the semaphore 83 at the armature 88, but in case the train were IIIOV ing in the direction of the arrow 0, a supplementary circuit would be formed which would allow current to flow from the positive terminal of battery 85 to wire 89 as follows: positive terminal of battery 85, wires 86, 95, 9G and AT. relay armature 98 and wire 99 to wire L 1.

The pa h traced above is made possible by the energizing of relay 100, by the movement of a train past the insulating joint 3 adjacent to the semaphore 84, which train by reason of the fact that at the moment it is passing insulating joint 3, as part of the train upon section A and part of the train upon section B, causes armatures 101 and 102 to fall to their lower position, so that a circuit from the positive terminal of battery 85 is formed as follows: wires 86, 95 96 and 103, relay armature 101, wires 10% and 105, relay 100, wire 106, relay armature 102, and wires 107 and 94 to the negative terminal of the battery 85. Circuit in the above traced path causes a preliminary energization of relay 100 which causes the armature 108 to be raised so that then the current can flow from the positive terminal of the battery 85, in the following path: wires 86, 95 and 109, relay armature 108, wires 110, and 105, relay 100, wire 106, relay armature 102 which remains in its lower position as long as a train is upon section B, wires 10? and 9% to the negative terminal of the battery 85. The current in the last traced path flows just as long as a train is upon section B, consequently, the current can flow through the circuit controller to semaphore arm 83 from the battery 85, through the supplementary path just as long as a train is upon section B.

If a train approaches in the direction of the arrow (l and passes upon the section B, the circuit for semaphore 84-not shownwould be broken in the well known manner and the signal would move to the reverse position, because the relay 111 would be deenergized in the usual manner, consequently, armature 88 would drop thus breaking the circuit for the semaphore arm 83, and consequently, said arm would move to the reverse position, but under such conditions the supplementary path from the battery 85 to the wire 89 would not be closed for a condition precedent to the closing of said path is the presence of a train spanning the insulated joint 3 and resting upon both track sections A and B. It is further to be observed that the passing of a train moving in the direction of the arrow at past the inana-see sulating joint 3, causes the circuit controlling the operated position of the semaphore arm 83 to be broken by reason of a deenergizing of relay 81 and a consequent dropping of armature 82 and that although the relay 100 would be energized during the time that the train spanned the insulating joint 3, it would not remain energized when the entire train had passed upon the section A, therefore, the semaphore 83 would not be moved to the operated position at all by a train moving in the direction of the arrow d. The reason the relay does not remain energized under such conditions is because the passage of the entire train from the section B allows the relay 111 to become again energized lifting the armature 102 from wire 106, consequently, the return path to the battery 85 is broken and although the armature 101 remains upon its back point 104, the relay 100 cannot remain energized.

It will be readily seen then that in the modification illustrated by Fig. 2, applicantis enabled to have a single block control of a signal for following trains, but a two block control for the signal for opposing trains. It canbe readily understood that the extent of control as against opposing trains could be extended to any extent desired by a mere repetition of the means shown.

Although applicant has herein illustrated and described particular specific embodiment of the idea of means constituting his invention, he desires it to be thoroughly understood that he considers himself in no wise limited by the specific forms illustrated and described, for the invention may be embodied in other and various forms bearing no apparent resemblance to the forms illustrated, but containing, nevertheless, the principle of applicants invention. Particular attention is called to the fact that although applicant has illustrated in Fig. 1, various circuitcontrollers operated in unison with the signal, as one part of the means for attaining his invention, he desires it to be understood that the underlying principle governing the selection of the specific means constitutes his invention and not the specific means illustrated. For instance in place of the circuit controller 19, any means moving in unison with the semaphore arm 5 by which the applicants invention is attained, is considered to be within his idea of means, as the operative efi'ect of circuit controller 19 may be embodied in any device, which in efl ect, repeats the operation of the semaphore arm 5, that is to say, it may be embodied in any proper device controlled by the track section controlling relay 10.

Applicant has not attempted in this specification, nor in the drawing to illustrate any specific type of signal circuits, for his invention is not confined in its application to one particular type of circuits but is of general applicability and the signal circuits which have been herein illustrated and described are to be considered as merely illustrating and not as limiting applicants invention.

Applicant also desires it to be distinctly understood that his invention is applicable not only to the completion of the circuit controlling the clear position of the signal but is also applicable to the circuits controlling any other operated aspect of the signal.

Applicant having illustrated a preferred form of his inventlon and having described the same and explained the principle thereof, what he claims as new and desires to secure by Letters Patent, is:

1. In a railway signal system: a trackway; means to divide the trackway into sect-ions; translating devices and sources of current connected to said sections, thereby forming normally closed track circuit sections; a circuit; a circuit controller included in said circuit and controlled by some of the translating devices for opening and closing said circuit; and means for forming a shunt for said circuit around said circuit controllers, said means controlled jointly by the translating devices of two of saidtrack circuit sections adjacent to each other, only one of which acts to control said circuit controller.

2. In a signal system: a trackway composed of electrically independent sections; translatin devices and sources of current, one of eac li connected to each section, thereby forming track circuit sections; signals at intervals along the trackway, the trackway between two successive signals forming a block; a circuit for each of said signals, said circuits including circuit controllers controlled by the translating devices of the blocks controlled by the respective signals to which the circuits apply, and a circuit controller in each of the circuits for opening and closing that signal circuit in which it is placed, each of the last named circuit controllers controlled by the translating devices of the block in advance of the block controlled by the signal to which the circuit containing said circuit controller applies; and means governed by a translating device of the block controlled by the same signal, and a. translating device of the block in advance to form a shunt around said last named circuit controller for said circuit when said last named circuit controller is open.

3. In a signal system for railways: a trackway composed of metallic rails; means to divide the trackway into a plurality of electrically independent track sections; sources of current, one connected across the rails of each section; translating devices, one connected across the rails of each section remote from the connection of the source of current; circuit controllers having an open and a closed position governed by the translating devices, the circuit controllers being in the closed position when the track sections are in normal condition, but in the open position when the translating devices are shunted; a signal; a second signal; a plurality of track circuit sections between said signals; a circuit for the first signal; a circuit for the second signal; a circuit controller controlled by the circuit of the sec ond signal; the circuit for the first signal including circuit controllers controlled by the translating devices connected to the track sections between the first signal and the second signal and the circuit controller controlled by the circuit of the second signal, whereby the circuit of the first signal will be closed when the track sections between the first signal and the second signal are normal and the circuit of the second signal is closed; a normally open shunt for the first named circuit around the last mentioned circuit controller; means including certain circuit controllers controlled by the track sections on opposite sides of the second signal to close said normally open shunt by the movement of a train onto the track section ahead of said second signal from a track section between the first signal and the second signal.

4.111 a signal system for railways: a trackway composed of metallic rails; means to divide the trackway into a plurality of electrically independent track sections; sources of current, one connected across the rails of each section; translating devices, one connected across the rails of each section remote from the connection of the source of current; circuit controllers having an open and a closed position governed by the translating devices, the circuit controllers being in the closed position when the track sections are in normal condition, but in the open position when the translating devices are shunted: a signal; a second signal; a plurality of track circuit sections between said signals; a circuit for the first signal; a circuit for the second signal; a circuit controller controlled by the circuit of the second signal; the circuit for the first signal including circuit controllers controlled by the translating devices connected to the track sections between the first signal and the second signal and the circuit controller controlled by the circuit of the second signal, whereby the circuit of the first signal will be closed when the track sections between the first signal and the second signal are normal and the circuit of the second signal is closed; a normally open shunt for the first named circuit around the last mentioned circuit controller; another translating device: circuit controllers having a normally open position and a closed position governed by the said another translating device, the last mentioned circuit controllers being in the closed position when the said another translating device is energized and being in the open position when the said another translating device is denergized; another circuit controller controlled by the circuit of the second signal; a circuit including said another translating device and said another circuit controller and a circuit controller governed by a translating device connected to a tracksection, said circuit when closed causing the energization of said another translating device and the closing of the circuit controllers governed thereby; a branch of the last mentioned circuit including the said another translating device and a circuit controller controlled thereby; said another circuit controller controlled by the circuit of the second signal also being included in the last mentioned branch circuit; means for supplying current to each of said circuits; one of the circuit controllers governed by said another translating device being in cluded in the said normally open shunt circuit, said normally open shunt circuit re maining closed when the circuit controller governed by said another translating device is in closed position and the translating devices connected to the track section between the first signal and the second signal are in normal condition.

5. In a signaling. system for railways, in combination: a track divided into track circuit sections each havingtrackrelays; a first signal and a second signal located at different points along the track for governing traiiic in one direction; asignal circuit for the second signal governed by the track relays of a portion of the track in advance thereof; means tending to cause the first signal to indicate stop when said portion of track in advance of the second signal is occupied; a normally deenergized stick relay operable when energized to render said means inefiective; an energizing circuit for said relay; means controlled by the track,

relays of two adjacent track sections on opposite sides of the second signal for causing said energizing circuit to be closed temporarily when a train traveling in said direction of traiiic occupies both or" said track sections; and means controlled by the sig nal circuit ofthe second signal for maintaining said stick relay energized after it has been initially energized.

6. In a signaling system for railways, in combination: a track divided into track circuit sections each having a track relay; a first signal and a second signal located at different points along the track for governmg traflic in one direction; a signal circuit for the second signal governed by the track relays of a portion of the track in advance thereof; means tending to cause the first signal to indicate stop when said portion of track in advance of the second signal is occupied; and electrically operablem ans menses for rendering said means inefiective which is dependentupon the track relays of two adjacent track sections on opposite sides of the second signal being temporarily shunted at the same time.

7. In a signaling system for railways, in combination: a track divided into track sections; a source of current and a track relay associated with each track section; signals located at intervals along the track for governing trafiic in one direction; a signal circuit for each signal controlled by the track relays of the track sections protected by that signal; means for controlling each signal circuit by the signal circuit of the signal next in advance; a circuit controller operated by each signal and closed in the biased position of the signal; a stick relay associated with each signal; an energizing circuit for said stick relay including the circuit controller operated by the corresponding signal and the back point of the track relay next in the rear of the corresponding signal; means controlled by the corresponding signal circuit for maintaining the stick relay energized until its corresponding signal circuit is interruped; and means rendered active by the energization of a stick relay for rendering the signal circuit of the corresponding signal inefiective to control the signal circuit of the signal next in the rear.

8. In a signaling system for railways having if'trackway divided into track circuited sections, in combination: a signal controlled by the track circuited sections protected thereby; a signaling circuit; a circuit controller operated by said signal and controlling said signaling circuit; a shunt circuit for the contacts of said circuit controller; a relay for closing said shunt circuit when energized; another circuit controller oper ated by said signal; an energizing circuit for said relay controlled jointly by said another circuit controller and the track circuited section next preceding the sections sections each having a track relay, in combination: a signal; a circuit controller op erated by said signal; a relay; an energizing circuit for said relay controlled by said circuit controller and by the track relay of the track section next in the rear of said signal; a maintaining circuit for said relay controlled by said circuit controller; and a sig naling circuit controlled by said relay.

10. In a signaling system for railways having a trackway divided into track circuited sections, in combination: a signal; a circuit controller operated by said signal; a relay; an energizing circuit for said relay controlled jointly by a track circuited section over which a train passes before reaching said signal and by said circuit controller; a maintaining circuit for saidrelay controlled by'said circuit controller and by contacts operated by said relay itself; and a circuit for signaling controlled by said relay.

11. In a signaling system for railways, in combination: a track divided into track sections; a source of current and a track relay associated with each track section; a signal for governing tratlic over said track; a signal circuit for said signal controlled by the track relays of the track sections protected by said signal; a circuit controller operated by said signal; a stick relay; an energizing circuit including said circuit controller and the back point of the track relay of the track section next in the rear of said signal; means controlled by said signal circuit for maintaining said stick relay energized after it has been initially energized; and a circuit for signal ing controlled by said stick relay.

12. In a signaling system for railways having a trackway divided into track circuited sections; a signal for governing trafiic in one direction and having a biased stop position and an operated proceed position; a signaling circuit; a circuit controller operated by said signal and closed when said signal is in its operated position. said circuit controller being included in said signaling circuit; a shunt. circuit for the contacts of said circuit controller; a second circuit controller operated by said signal and closed when said signal moves to its biased position; a relay having cooperating contacts operated thereby for closing said shunt circuit when said relay is energized; an energizing circuit for said relay controlled by said second circuit controller and by a track circuited section along which a train passes in said direction of traffic before reaching said si a1; and a maintaining circuit for said re ay controlled jointly by said second circuit controller and by normally open cooperating contacts closed by said relay itself when it is energized.

13. A signaling system for railways having a trackway divided into track circuited sections, in combination; a signal; a signal circuit controlled by some of said track circuit sections for governing said signal; a circuit controller operated by said signal; a relay associated with said signal; an ener izing circuit for said relay controlled jointly by said circuit controller and by a track circuited section over which a train passes before reaching said signal; a maintaining circuit for said relay for maintaining said relay energized after. it has been initially energized so long as said signal circuitis interrupted; and a signaling circuit controlled by said relay.

14. In a signaling system for railways in combination: a-track divided into track sections; a source of current and a track relay associated with each track section; signals located at intervals along the track for governing trafiic thereover in one direction; a signal'circuit for each signal controlled by the track relays of the track sections protected by that signal; the signal circuit for each si al being controlled by the signal circuit or the signal next in advance; a stick relay associated with each signal; a circuit controller which is controlled by a track relay of a track section in the rear of said signal and closed when that track section is occupied; an energizing circuit for said stick relay including said circuit controller; means controlled by each signal circuit for maintaining the corresponding stick relay energized after it has been initially energized; and means rendered eflective by the energization of'each stick relay for nullifying the controlling efi'ect produced by the signal circuit of the corresponding signal on the signal circuit for the signal next in the rear.

15. In a signaling system for railways having atrackway divided into track circuited sections, in combination: a signal; a circuit controller operated by said signal; a signaling circuit controlled by said circuit controller; a shunt circuit for the contacts of said circuit controller; a relay having cooperating contacts for closing said shunt circuit when said relay is energized; another circuit controller operated by said signal; and an energizing circuit for said relay controlled solely and jointly by said another circuit controller and by a track circuited section over which a train passes before it reaches said signal.

16. In a signaling system for railways having a trackway divided into track circuited sections, each having a track relay. in combination: a signal; a signaling circuit; means comprising cooperating contacts controlled by the track relays of the sections protected by said signal for controlling said signaling circuit; a normally open shunt circuit associated with said means for shunting the contacts thereof; a circuit controller operated by said signal; and means for closing said shunt circuit controlled jointly by said circuit controller and a track relay of a track section in the rear of said signal.

17. In a signaling system for railways. in combination: a stretch of trackway divided into electrically isolated track sections. a source of current and a track relay amociated with each track section and forming with the track rails of that track section a normally closed track circuit, signals for governing traflic along said stretch of trackway in one direction, signal controlling circuits for said signals normally controlled by the track relays of all of said track sections, and means associated with each of said signals for nullifying the effect produced by the track relays of the track sections protected by that signal on the signal circuit for the signal on the rear, said means being controlled jointly by the track relays of two track sections adjacent to and on opposite sides of the corresponding signal.

18. In a signaling system for railways, in combination: a stretch of trackway divided into electrically isolated track sections, a source of current and a track relay associated with each track section and forming with the track rails of that track section a normally closed track circuit, signals for governing traffic along said stretch of trackway in one direction, signal controlling circuits for said signals controlled for one direction of train movement by the track relays of all of said track sections, and means associated with each-of said signals and responsive to the denergization of the track relays of the track sections adjacent to and on opposite sides of that signal in a predetermined sequence for nullifying the eiiect produced by the track relays of the track sections protected by that signal on the signal controlling circuit for the signal next in the rear.

19. In a signaling system for railways, in combination: a stretch of trackway divided into electrically isolated track sections, a source of current and a track relay associated with each track section and forming with thectrack rails of that track section a normally closed track circuit, signals for governing trafiic along said stretchof trackway in one direction, a signal controlling circuit for each of said signals, means associated with each signal and controlled by the track relays of the track sections protected by that signal, said controlling circuit of each signal being governed by the track relays of the track sections protected by that signal and also by said means associated with the succeeding signal governing traliic in the same direction, and means associated with each signal and controlled jointly by the track relays of the track sections adjacent to and on opposite sides of that signal for nullifying the controlling efiect of said means on its respective signal circuit.

20. In a signaling system for railways, in combination :v a stretch of trackway divided into electrically isolated blocks, a source of current and a track relay associated with each-block and forming with the track rails of that block a normally closed track circuit, signals for governing traiiic along said messes stretch of trackwa'y in one direction, a controlling circuit for each of said signals controlled by the track relay of the block protected by that signal, means associated with each signal and controlled by the track relay of the block protected by that signal for controlling the signal circuit of the preceding block, means associated with each signal for nullifying the effect produced by said second-mentioned means associated with that signal on the controlling circuit of the preceding signal, and a controlling circuit for said last-mentioned means, said controlling circuit being closed when the corresponding signal moves to its stop position and the track relay of the preceding block is deenergized.

21. Ina signaling system for railways, in combination: a stretch of trackway divided into electrically isolated blocks, a source of current and a track relay associated with each block and forming with the track rails of that block a normally closed track circuit. signals for governing traiiic along said stretch of trackway in one direction, said signals having a biased stop position and an operated proceed position, a controlling circuit for each signal including the track relay of the block protected by that signal and a circuit controller operated by the next succeeding signal governing traflic in the same direct-ion, and means associated with each signal for nullifying the effect produced by the circuit controller operated thereby on the signal controlling circuit of the preceding signal, said means being operated by the deie'nergization of the track relay of the preceding block and by the movement of the signal associated with that means to its biased position.

22. In a signaling system for railways, in combination: a stretch of trackway divided into electrically isolated blocks, a source of current and a track relay associated with each block and forming with the track rails of that block a normally closed track circuit, signals for governing traiiic along said stretch of trackway in one direction, said signals having a biased stop position and an operated proceed position, a circuit controller associated with each signal and operated thereby to its closed position when said signal assumes its operated position, a controlling circuit for each signal including and governed by the track relay of the block protected by that signal and said circuit controller of the next succeeding signal governing trailic in the same direction, a shunt circuit for the cooperating contacts of each of said circuit controllers, anauxiliary relay having cooperating contacts operated thereby for closing said shunt circuit when said auxiliary relay is energized, an energizing-circuit for each of said auxiliary relays, a second circuit controller associated with each signal and operated thereby to be closed while said signal is in its biased position, said energizing circuit of the auxiliary relay associated with each signal being closed when the track relay of the block in the rear of that signal is deenergized and said second circuit controller of that signal is closed, and means for maintaining each auxiliary relay energized after it has been initially energized so long as the cont-rolling circuit of the corresponding signal is interrupted.

23. In a signaling system for railways, in combination: a track divided into track sections; a source of current and a track relay associated with each track section; a signal for governing traiiic over said track; a signal circuit controlled by the track relays of the track sections protected by said signal for controlling said signal; a stick relay; a circuit controller responsive to the presence of a train in a track section in the rear of said signal and closed when that track section is occupied; an energizing circuit for said stick relay including said circuit controller; means controlled by said signal circuit for maintaining said stick relay energized after it has been initially energized; and a circuit for signaling controlled by said stick relay.

24:. In a signaling system for railways, in combination: a track divided into track sections; a source of current and a track relay associated with each track section; a signal for governing trafiic over said track; a signal circuit controlled by the track relays of the track sections protected by said signal for governing said signal; a stick relay; an energizing circuit for said stick relay; a circuit controller included in said energizing circuit and responsive to the presence of a train on the track section next in the rear of said signal, said circuit controller being closed when said track section in the rear is occupied; a second circuit controller governed by said signal circuit and closed when the signal, circuit is open; a maintaining circuit for said stick relay including said second circuit controller; and a circuit for signaling controlled by said stick relay.

25. In a signaling system for railways, in combination: a-track divided into track sections; a source of current and a track relay associated with each track section; a signal for governing traffic over said track; a signal circuit for said signal controlled by the track relays of the track sections protected thereby; a circuit controller governed by said signal circuit; a stick relay; a second circuit controller responsive to the presence of a train on the track section next in the rear of said signal, said second circuit controller being closed when said track sec tion in the rear is occupied; an energizing circuit including saidcircuit controllers;

means controlled by saidsignal circuit for maintaining said stick relay energized after it has been initially energized; and a circuit for signaling controlled by said stick relay.

26. In a signaling system for railways, in combination: a track divided into track sections; a source of current and a track relay associated with each track section; a signal for governing traffic'over said track; a signal circuit for said signal controlled by the track relays ofthe track sections protected by that section; a circuit controller governed by the signal circuit and open when the sig nal circuitis interrupted; a second circuit controller governed by the signal circuit; a stick relay; an energizing circuit for said "stick relay including said second circuit controller, and closed when that circuit controller is closed and a track section in the rear of said signal is occupied; means controlled by said signal circuit and by the stick relay itself for maintaining said stick relay energized after it has been initially energized so long'as the signal circuit is interrupted; means controlled by said stick relay for shunting the first mentioned circuit controller; and a circuit for signaling governed by said first mentioned circuit controller and said last mentioned means.

27. In a signaling system for railways, in combination: a track divided into track sections; a source of current and a track relay associated with each track section; signals located at intervals along the track for governing trailic thereover in one direction; a signal circuit for each signal controlled by the track relays of the track sections protected by that signal; means for controlling each signal circuit by the signal circuit of the signal next in advance; a circuit controller governed by each signal circuit; a stick relay; an energizing circuit for each stick relay including said circuit controller of the corresponding signal and the back point of the track relay next in the rear of the corresponding signal; means controlled by each signal circuit for maintaining the corresponding stick relay energized after it has been initially energized; and means controlled by each stick 5 relay for rendering the signal circuit of the corresponding signal ineffective to control the signal circuit of the signal next in the rear when that stick relay is energized.

28. In combination, a stretch of railway track divided into track-circuited sections, signals located at intervals for governing traflic through the stretch, means for controlling each signal by each track circuit in advance of the signal, an auxiliary relay corresponding to each signal for rendering the track circuits in advance thereof ineffective to control the signal in the rear, a pick-up circuit for each auxiliary relay controlled by the track circuits in advance of the corme responding signal and including a back contact of a track relay for a track circuit in the rear of such correspondin signal, and a holding circuit for each auxiliary relay controlled by one or more track circuits in advance of the corresponding signal.

29. In combination, two successive trackcircuited sections of a railway track, two signals located respectively adjacent the entrance ends of said sections, means for con trolling the signal for the rear section by the track circuits for both sections and for controlling the signal for the section in advance by the track circuits for the section in advance, an auxiliary relay for rendering the copies of this patent may be attained for five cents each, by addressing the Gcmreissioner e1 Eatents, v

naeaeee track circuits for the section in advance inefi'ective to control the signal for the section in the rear, a pick-up circuit for said auxiliary relay controlled by one or more of the track circuits for the section in advance and including a back contact of a track relay for the section in the rear, and a holding circuit for said auxiliary relay controlled by one or more of the track circuits for the section in advance.

SEDGWICK N. WIGHT.

Witnesses:

LIlLLIAN L. Prrnzmrs, Cnasnom Gnneonrns. 

